Electric vehicle safety system and methods

ABSTRACT

Systems, components, and methodologies are provided for improvements in operation of automotive vehicles by enabling monitoring analysis and reaction to subtle sources of information that aid in prediction and response of vehicle control systems across a range of automation levels. Such systems, components, and methodologies include wheel-turn detection equipment for detecting a wheel angle of another vehicle to trigger a vehicle control system to perform an operation based on the detected wheel angle of the other vehicle.

FIELD

The present disclosure relates to systems, components, and methodologiesfor electric vehicles. More particularly, the present disclosure relatesto systems, components, and methodologies for safety in interaction withelectric vehicles.

BACKGROUND

Electric vehicles, which may utilize at least partial electric motivepower, can present new challenges in practical use. Safetyconsiderations which may be common to purely combustion powered vehiclesmay not address all practical concerns for electric vehicles. Forexample, high voltage sources can be present in electric vehicles. Thefunctional design of electric vehicles can enhance the safety ofelectrical systems by addressing such practical concerns. The safety ofoccupants, technicians, and rescue workers can be improved by practicaldesign considering issues relevant to electric vehicles.

SUMMARY

Accordingly, consideration of sources of hazard in electric vehicles canimprove the safety of occupants, technicians, and rescue workers.According to the present disclosure, systems, components, andmethodologies are provided for improvements in safety of electricvehicles.

Disclosed embodiments provide an electrical vehicle for operation onroadways, that includes an electric power control means connected to adrive train to control provision of motive power, and configured toachieve electrical connection for shorting in response to insertion ofsafety enhancement fluid into the electric power system to short and/orcool the system in the event of an emergency to reduce hazards tovehicle occupants, rescue and/or service personnel.

In accordance with at least one embodiment, the electric power controlmeans includes a tray defining a cavity, a power pack arranged withinthe cavity and having a pair of main terminals of opposite polarity, atleast two power cells electrically connected in series, and a pluralityof auxiliary terminals connected to the at least two power cells andarranged in fluid communication with each other within the tray toachieve the electrical connection for shorting as a result of at leastpartial filling of the tray with a safety enhancement substance.

Additional features of the present disclosure will become apparent tothose skilled in the art upon consideration of illustrative embodimentsexemplifying the best mode of carrying out the disclosure as presentlyperceived.

BRIEF DESCRIPTION OF THE DRAWINGS

The detailed description particularly refers to the accompanying figuresin which:

FIG. 1 is a perspective view of a vehicle for operation on roadwaysshowing that the vehicle has a chassis including wheels and showing thatthe vehicle includes a high voltage electric power system or means forcontrolling provision of power to provide drive to the wheels, andshowing that the vehicle includes a port accessible on the exterior forreceiving safety enhancement fluid into the electric power system toshort and/or cool the system in the event of an emergency to reducehazards to vehicle occupants, rescue and/or service personnel;

FIG. 2 is a diagrammatic overhead view of the vehicle of FIG. 1 showingthat the vehicle includes a power train which is connected to chassisand the electric power system to transmit power to the wheels;

FIG. 3 is a perspective view of a tray of the electric power system ofthe vehicle of FIGS. 1 and 2 showing that the tray defines a cavitywhich contains two battery pack units each having housing and a pair ofpower cells that are electrically connected in series and arrangedwithin the housing, and showing that auxiliary terminals are positionedon the pack housing of each battery pack unit with a cover arranged toshield the auxiliary terminals while permitting safety enhancement fluidthat is injected into the tray to ingress into the cover to contact theauxiliary terminals to create a local electrical short;

FIG. 4 is a perspective view of one battery pack unit within the tray ofFIG. 3 showing that auxiliary terminals are disposed on opposite ends ofthe pack housing each having a cover arranged for shielding;

FIG. 5 a perspective view of the battery pack unit of FIG. 4 with thecovers omitted to show that one plurality of auxiliary terminals (left)is electrically connected to positive main terminals of the power cellsand another plurality of auxiliary terminals (right) is electricallyconnected to negative terminals of the power cells;

FIG. 6 is a perspective view another embodiment of the battery pack unitof FIG. 4 with the covers omitted to show that the pluralitys ofauxiliary terminals are positioned on same side of the housing;

FIG. 7 is a detailed sideways perspective view of a number of powercells of the battery pack unit of FIG. 4 with the pack housing omittedto show that the power cells are electrically connected in series bymain terminals of each power cell and include connection main terminalswhich are available for connection to other devices;

FIG. 8 is a detailed perspective view of the battery pack unit of FIG. 4including the pack housing and showing that the main terminals of eachpower cell protrude from the pack housing and showing that eachauxiliary terminal of the plurality is electrically connected to arespective power cell on the positive polarity side, and namely with thepositive main terminal of the respective power cell;

FIG. 9 is a perspective view of the battery pack unit of FIG. 8 havingonly the connection main terminals exposed through the pack housing andpictorially representing a level of safety enhancement substance, suchas water, which forms an electrical connection between the auxiliaryterminals of the plurality of auxiliary terminals to create a localshort;

FIG. 10 is a diagrammatic view of the electric power system of thevehicle of FIG. 1 showing a flow control system for regulating the flowof safety within the tray and showing that the flow control systemincludes a flow control means for governing the flow rate of safetyenhancement substance through the tray;

FIG. 11 is a perspective view of the battery pack unit of FIG. 9 showinga lower cover that shields the plurality of auxiliary terminals andextends over a lower portion of the housing and showing that the lowercover defines a lower channel for receiving safety enhancement substancefor contact with the plurality of auxiliary terminals and showing anoptional other pluralitys of auxiliary terminals arranged on an oppositeside of the pack housing;

FIG. 12 is a perspective view of another embodiment of the battery packunit of FIG. 11 showing an upper cover that shields another plurality ofauxiliary terminals and extends over an upper portion of the housingabove the lower cover and showing that the upper cover defines an upperchannel for receiving safety enhancement substance for contact with theother plurality of auxiliary terminals, and showing that the pluralitysof auxiliary terminals are arranged near opposite ends of the packhousing;

FIG. 13 is a perspective view of the battery pack unit of FIG. 11installed in series with other battery pack units showing that a gap isformed between each adjacent battery pack unit including shortingchannels (leftmost and rightmost gaps) in which the auxiliary terminalsof the adjacent battery pack units are arranged for contact with thesafety enhancement substance, and a cooling channel (center gap) inwhich heat is transferred from the battery pack units to the safetyenhancement substance and in which no auxiliary terminals are arranged;

FIG. 14 is a process flow diagram of a method of executing a safetyoperation of the electric power system;

FIG. 15 is a perspective view of another embodiment of the battery packunit of FIG. 12 including upper and lower channels which extend onlypartially along the lateral width of the housing of the battery packunit;

FIG. 16 is a perspective exploded view of the battery pack unit of FIG.15 arranged in exploded association with an adjacent and complimentarybattery pack unit having corresponding upper and lower channels;

FIG. 17 is a perspective view of another embodiment of the battery packunit of FIG. 15 including upper and lower channels arranged on oppositesides of the housing of the battery pack unit;

FIG. 18 is an elevation view of the battery pack unit of FIG. 17arranged together with an adjacent and complimentary battery pack unithaving corresponding upper and lower channels;

FIG. 19 is a perspective view of another embodiment of the battery packunit of FIG. 17 including upper and lower channels arranged on oppositesides of the housing of the battery pack unit having increased contactarea with the housing to promote heat transfer;

FIG. 20 is an elevation view of the battery pack unit of FIG. 19including upper and lower channels arranged on opposite sides of thehousing of the battery pack unit having increased contact area with thehousing to promote heat transfer;

FIG. 21 is an elevation view of another embodiment of adjacent batterypack units of FIG. 19 having single chambers arranged on complimentarysides;

FIG. 22 is an exploded perspective view of the adjacent battery packunits of FIG. 21;

FIG. 23 is a voltage diagram of a battery pack unit of the presentdisclosure.

DETAILED DESCRIPTION OF THE DISCLOSED EMBODIMENTS

Automotive vehicles for operation on roadways can have a variety ofpropulsion types, among which electric power is becoming more common,whether partial (e.g., hybrid) or fully (e.g., fuel cell, plug-in)electrically propelled. Electric power for propelling vehicles canpresent challenges, such as challenges in handling high voltage powergeneration and/or storage. For example, electric vehicles may includehigh voltage sources such as batteries and/or generators. High voltagesbatteries in such vehicle applications are often serially connected toprovide increased voltage.

If damaged or malfunctioning, for example, due to a traffic collision,such batteries can present unpredictable fire hazard. Moreover, damagedor malfunctioning high voltage batteries can present an unseen voltagehazard to occupants, technicians, and/or rescue responders. As discussedin additional detail herein, short circuiting the serial connections ofelectric vehicle power sources can provide a quick and effectiveapproach for mitigating voltage hazards. Furthermore, cooling damaged ormalfunctioning power sources can reduce the risk of battery fires and/orexplosions.

In the illustrative embodiment as shown in FIG. 1, a vehicle 10 isarranged for electric motive power for propulsion on roadways. Thevehicle 10 includes a vehicle body 12 and chassis 14 which forms avehicle base. The chassis 14 includes wheels 16 which can be driven by apower system 18 to provide motive power for propelling the vehicle 10.In the illustrative embodiment, the power system 18 is an electricalpower system including a compartment 20 for housing an electrical powersource.

In the illustrative embodiment, the compartment 20 is a tray for housinga chemical energy storage device as the electrical power source,embodied as a battery. The tray 20 may be connected to a port 22 forreceiving an inflow of safety enhancement substance for cooling and/orshort circuiting the battery. The port 22 may be disposed on theexterior of the body 12 for access, for example, by service and/orrescue personnel to inject the substance into the tray 20. The safetyenhancement substance may be water but may include any suitablesubstance for cooling and/or short circuiting the power source asdiscussed in additional detail herein. Acceptable substances may includeconductive and/or cooling materials such as fluids, foams, powders,and/or other materials forms.

As shown in FIG. 2, the power system 18 may be connected to a powertrain 24 to provide motive force to the wheels 16. The power train 24may include an electric motor 26 connected to the power system 18 toreceive electrical power for conversion to mechanical rotation. Thepower train 24 may include a transmission 28, drive members 30, andtransfer devices 32 to provide rotational force to the wheels 16. Thepower train 24 may optionally include another power mechanism 34, forexample, a combustion engine and/or fuel cell arranged to provide motiveforce and/or electrical power in combination with the power system 18,for example, as a hybrid vehicle. In the illustrative embodiment of FIG.2, the power train 24 is arranged to provide rotation to each of thefour wheels 16, but in some embodiments may be arranged to drive lessthan all of the wheels 16.

Referring to FIG. 3, an illustrative power system 18 is shown includingthe tray 20. The tray 20 may define a cavity 36 therein containing thepower source, embodied as a two battery packs 38, although in someembodiments any suitable number of power packs may be applied. Thebattery packs 38 may be electrically connected in series to provide highvoltage power. The battery packs 38 each include auxiliary terminals 40a, 40 b electrically connected to power cells of the battery packs 38.The auxiliary terminals 40 a, 40 b are disposed to receive contact withthe safety enhancement substance with at least partial filling of thetray 20 with the safety enhancement substance. The auxiliary terminals40 a, 40 b may each be shielded with a cover 42 arranged to impededcontact by foreign objects (e.g., a user's hand) but permitting ingressof the safety enhancement substance.

A single battery pack 38 is shown in isolation in FIG. 4 having covers42 arranged for shielding. The battery pack 38 may include a housing 44containing a number of power cells 46 electrically connected in series.The power cells 46 may include main terminals 48, 50 for serialconnection. The auxiliary terminals 40 a, 40 b may be electricallyconnected to the main terminals 48, 50 of the power cells 46 to provideselective short circuiting of their serial voltage output under contactwith the safety enhancement substance. In the illustrative embodiment,the auxiliary terminals 40 a are connected by wiring 47 with the mainterminals 48 having common polarity (e.g., negative) and the auxiliaryterminals 40 b are connected by wiring 47 with the main terminals 50having common polarity (e.g., positive).

The covers 42 may each include a cover body 52 and inlets 54 allowingingress of the substance. The cover body 52 may comprise a supportstructure 56 having outer walls 58,60 and defining an inner space 62,and inlets 54 defined through the outer walls 58,60 to allow the safetyenhancement substance to flow into the inner space 62. The auxiliaryterminals 40 a, 40 b may be arranged within and/or in communication withthe inner space 62 of the respective cover 42 for contact with thesubstance therein. The inlets 54 may be formed as openings having a meshor grid disposed thereon to block against objects entering the innerspace 62, but allowing ingress of the safety enhancement substance.

Referring to FIG. 5, the battery pack 38 is shown with the covers 42removed to illustrate the arrangement of the auxiliary terminals 40 a,40 b. The auxiliary terminals 40 a, 40 b may be arranged on outer sides64, 66 of the housing 44. In the illustrative embodiment, the auxiliaryterminals 40 a, 40 b may have opposite polarity and may be arranged onouter sides of the housing 44 opposite one another. As shown in theembodiment of FIG. 6, the auxiliary terminals 40 a, 40 b may be arrangedon the same outer side 64 of the housing. The spatial arrangement of theauxiliary terminals 40 a, 40 b from each other (and more specifically,the resistance of the short circuit connection provided by the safetyenhancement substance) can produce different effects when shortcircuited on contact with the safety enhancement substance as explainedin additional detail herein.

Referring to FIG. 7, the battery pack 38 is shown within the housing 44omitted to reveal an exemplary set of power cells 46 (sideways). Eachpower cell 46 may include negative and positive main terminals 48, 50connected in series with adjacent power cells 46. The endmost cells (topand bottom) each include a connection main terminal 68 which remainsavailable for connection with other battery packs 38 or components, theconnection main terminals 68 being opposite polarity to provide a totalvoltage differential.

As shown in FIG. 8, the battery pack 38 has the housing 44 in place andincludes the main terminals 48, 50 exposed on top. The auxiliaryterminals 40 a, 40 b (auxiliary terminals 40 b being arranged on a rearside in the orientation of FIG. 8) may be electrically connected to therespective main terminals 48, 50. Each of the auxiliary terminals 40 a,40 b may include terminal ends 70 electrically connected to the mainterminals 48, 50 of one of the power cells 46. Each terminal end 70 maybe connected to one main terminal of one of the power cells 46. Theterminal ends 70 of the auxiliary terminals 40 a may have commonpolarity with each other (e.g., positive) while the terminal ends 70 ofthe auxiliary terminals 40 a may have common polarity with each other(e.g., negative) and opposite polarity with those of auxiliary terminals40 a.

In some embodiments, a single set of auxiliary terminals 40 a or 40 bmay be applied having common polarity such that short circuiting may beachieved only across terminal ends 70 of common polarity. Although shortcircuiting across different polarities can provide quick and maximumvoltage reduction, shorting only the common polarities can provideeffective voltage reduction while reducing formation of gases, such ashydrogen and oxygen. In some embodiments, one or more sets of auxiliaryterminals 40 a, 40 b may be applied having adjacent terminal ends 70 ofopposite polarity to provide the fastest shorting of the battery.

As shown in FIG. 9, the battery pack 38 is shown having safetyenhancement substance, embodied as water, at least partially filling thetray 20. The water can contact the terminal ends 70 of the auxiliaryterminals 40 a, 40 b and provides a short circuit connection reducingthe voltage output. In embodiments in which only auxiliary terminals ofcommon polarity are provided, a similar short circuit is formed but theauxiliary terminals 40 b (rear side) can be omitted. The safetyenhancement substance may additionally or alternatively provide coolingto the power system 18 to reduce hazards of damage and/or malfunctioningunits.

Referring now to FIG. 10, the vehicle 10 may be disabled and a concernfor battery hazards exists. Accordingly, a supply 72 of safetyenhancement substance can be connected to the port 22 to provide thesubstance to the tray 20. A flow control system 74 may include an inlet75 of the tray 20 arranged for receiving substance from the port 22. Theflow control system 74 may include an outlet 76 of the tray 20 fordischarging safety enhancement substance. A hazard response team, forexample, a fire rescue team, can connect a fire hose to the port 22 toprovide water to the tray 20.

In the illustrative embodiment, the outlet 76 may be arranged, forexample, sized and/or positioned, to achieve different levels ofsubstance within the tray 20 under different pressures at the inlet 75.The outlet 76 may be formed to discharge the substance from the tray 20at a rate suitable to maintain the level of the substance in the tray 20at about a first level 78 when the pressure of the substance from theinlet 75 is at about a first pressure, and to discharge the substancefrom the tray 20 at a rate suitable to maintain the level of thesubstance in the tray 20 at about a second level 80, higher than thefirst level 78 when the pressure of the substance from the inlet 75 isat about a second pressure. In the illustrative embodiment, theauxiliary terminals 40 a, 40 b may be arranged above the first level 78but below the second level 80 such that they are short circuited onlyunder the second pressure of substance. Under the first pressure ofsubstance, the substance can flow through the tray 20 to provide coolingto the battery packs 38 without shorting the voltage. A hazard responseteam, for example, a fire rescue team connecting a fire hose to the port22 can adjust the pressure of the water injected to meet the operationalneed. Flushing the substance through the tray 20 can assist withremoving gaseous and/or heat.

As shown in FIG. 10, the flow control system 74 may include a valve 82for controlling the rate of discharge from the tray 20. The valve 82 maybe positioned downstream of the outlet 76 and can be operated betweenfirst and second positions to adjust the rate of discharge toselectively achieve the first and second levels 78,80 without requiringalteration of the inlet pressure. The valve 82 may be connected to acontroller 84, such as a manual device (e.g., lever, wheel, spring-load)and/or electronic controller (e.g., processor) for providing the desiredposition of the valve 82. In some embodiments, the valve 82 may be usedtogether with the arrangement of the outlet 76 to govern flow control,may be arranged upstream of the inlet 75 to govern flow of the substanceupstream of the tray 20, and/or may have any suitable arrangement forgoverning flow.

As shown in FIG. 11, another embodiment of a cover 1042 for shieldingthe auxiliary terminals 40 a, 40 b is shown. The cover 1042 is formed asa duct of non-conductive material having a channel 1044 defined thereinfor receiving safety enhancement substance for contact with theauxiliary terminals 40 a, 40 b. The cover 1042 may include openings 1046disposed on opposite ends for passing substance through the channel1044. The opening 1046 may be formed within a grid or mesh.

The cover 1042 can assist in defining the course of the conductive paththrough the safety enhancement substance which can be formed between theauxiliary terminals 40 a, 40 b. For example, as shown in FIG. 11, safetyenhancement substance flows through the channels 1044 to contact each ofthe terminals 40 a, 40 b. The conductive path Z between auxiliaryterminals 40 a, 40 b passes out of the channel 1044 through openings1046. Continuing from the earlier example of water as the safetyenhancement substance, the length of the path Z increases the resistancethrough the water which decreases the generation of gases. By directingthe conductive path Z to create higher electrical resistance, hazards ofgas accumulation can be reduced.

As shown in the embodiment of FIG. 12, auxiliary terminals 40 a, 40 bare disposed on the same side of the housing 44. A cover 1042 may bedisposed about each of the auxiliary terminals 40 a, 40 b. Theconductive path Z is established through the openings 1046 of each duct1042. The conductive path Z extends longitudinally along the channels1044 through the substance for continuity between the auxiliaryterminals 40 a, 40 b.

As shown in FIG. 13, another illustrative embodiment of a power system2018. The power system 2018 is similar to the power system 18 and thedisclosure of power system 18 applies equally to the power system 2018except in instances of conflict with the disclosure of power system2018. Power system 2018 includes the tray 20 having power packs 2038arranged therein. The power packs 2038 are electrically connected inseries with each other.

The power packs 2038 include power packs 2038 i, 2038 j, 2038 k, 2038 las shown in FIG. 13. Adjacent power packs 2038 may define a gap 2050,2052 therebetween. Auxiliary terminals 40 a, 40 b are arranged in theshorting gaps 2050 of the left and right-most power packs 2038, and thecooling gap 2052 is formed between the center power packs 2038 forflowing safety enhancement substance to remove heat from the powersystem 2018. The cooling gap 2052 may be fluidly isolated from theshorting gaps 2050 such that passing substance through the cooling gap2052 does not contact the auxiliary terminals. Some cooling may besimultaneously achieved by the substance passing through the shortinggaps 2050.

The power packs 2038 may each include auxiliary terminals 40 a, 40 barranged on the same side of the respective housing 44, one arrangedlower 40 a with negative polarity and one arranged higher 40 b withpositive polarity. Adjacent power packs 2038 may have correspondingarrangement of their auxiliary terminals 40 a, 40 b such that auxiliaryterminals 40 a, 40 b of common polarity are adjacent to each otherwithin the gap 2050 (i.e., have corresponding upper or lower arrangementin the orientation of FIG. 13). Accordingly, each auxiliary terminal 40a, 40 b may be arranged within the corresponding channel 2044 of thecover 2042 in which auxiliary terminals 40 a, 40 b of the same polarityof an adjacent power pack 2038 is arranged as discussed in additionaldetail below.

As shown in FIG. 13, a flow control system 2074 may include a flowcontrol device, embodied as a valve 2082, arranged to govern the flow ofsubstance through the tray 20. In the illustrative embodiment, the valve2082 is a multi-way valve flow valve arranged to selectively directsubstance to the gaps. The valve 2082 may be disposed upstream of thetray 20 as an inlet valve. The valve 2082 may be selectivelypositionable between a cooling position to direct substance only to thecooling gap 2052, a shorting position to direct substance only to theshorting gaps 2050, and a combination position to direct substance toeach of the cooling gap 2052 and the shorting gaps 2050. The position ofthe valve 2082 may be determined on the basis of the incoming pressureof the substance, such that at a cooling pressure, the cooling positionis set, at a shorting pressure, the shorting pressure is set, and at acombination pressure, the combination pressure is set. In someembodiments, the desired position of the valve 2082 may be determinedand executed by any suitable manner, for example, by manual adjustmentand/or electronic controller using sensors. The mode (cooling, shorting,combination) of the flow control system 2074 can be set based on theoperational needs of the power system 2018.

In an exemplary scenario, a damaged and/or malfunctioning power system2018 may be encountered in which hazards are suspected. A user mayinitially inject substance into the tray 20 at the shorting orcombination pressure for a period, to short circuit the auxiliaryterminals 40 a, 40 b, followed by the cooling pressure for a period tocontinue cooling without continuing the short circuiting. As shown inFIG. 14, a process flow diagram may include in box 2001 initiating aflow of substance into the tray 20. Optionally, in box 2002, the powerpacks 2038 may be flooded to short circuit across all auxiliaryterminals 40 a, 40 b. Such flooding may include the shorting mode orcombination mode of the flow control system 2074. In box 2003, the powerpacks may be cooled to reduce excessive heat. Such cooling may includethe cooling and/or combination mode of the flow control system 2074.

In some embodiments, the shorting mode and/or flooding of the tray 20may include a minor shorting operation in which only auxiliary terminals40 a, 40 b of common polarity are short circuited. In some embodiments,the shorting mode and/or flooding of the tray 20 may include a majorshorting operation in which auxiliary terminals 40 a, 40 b of oppositepolarity are shorted. Either of minor or major shorting operations maybe applied simultaneously with the cooling mode as the combination modeand/or as an additional mode. Minor or major shorting operations may beachieved according to additional minor or major positions of the valve2082 and/or inlet pressures.

As shown in FIG. 15, a power pack 2038 is shown including cover portions2042 a, 2042 b arranged to shield respective auxiliary terminals 40 a,40 b. The cover portions 2042 a, 2042 b of each adjacent power pack 2038may be arranged diagonally opposite of each other with the respectiveauxiliary terminals 40 a, 40 b disposed therein. In the illustrativeembodiment, the cover portions 2042 a, 2042 b respectively form thecovers 2042 with a corresponding (upper or lower) cover portion 2042 a,2042 b of the adjacent power pack 2038. The covers 2042 direct theconductivity path Z through the openings 2046 to increase the pathlength for additional electrical resistance. In FIG. 16, the adjacentpower packs 2038 are shown separated to illustrate the correspondingcover portions 2042 a, 2042 b.

Referring to FIGS. 17 and 18, another embodiment of power packs 3038includes auxiliary terminals 40 a, 40 b disposed on opposite sides ofthe housing 44. Covers 3042 shield the respective auxiliary terminalsbut do not cover the entire vertical height of the housing 44. Such anarrangement may increase the flow rate through the channels 3044 and/orcreate limited surface area contact between the channel 3044 and thehousing 44.

Referring to FIGS. 19 and 20, another embodiment of power packs 4038includes covers 4042 having openings 4046 through which the conductivepath Z can be established through the substance. The covers 4042 mayinclude greater contact surface (height) with the housing 44. In FIGS.21 and 22, another embodiment of power packs 5038 is shown in which eachpower pack includes only one plurality of auxiliary terminals 40 a, 40 barranged on adjacent sides of the adjacent housings 44. Covers 5042direct the conductive path Z through the openings 5046.

Power packs 2038, 3038, 4048 are generally regarded as similar to powerpacks 38 and the disclosure of power packs 38 applies equally to powerpacks 2038, 3038, 4048 unless in conflict with the specific descriptionof power packs 2038, 3038, 4048.

As shown in FIG. 23, an exemplary voltage diagram illustrates that atotal serial voltage of a power pack U_(g) as the sum total of thevoltage of the power cells. During short circuiting across the auxiliaryterminals 40 a, 40 b, the voltage can be reduced to the voltage level ofan individual cell U_(cell).

The disclosed embodiments are directed to the technical problemsresulting from fires in electric vehicles that may have been started dueto the existence of cathode material like NMC (Nickel-Manganese-CobaltOxide) or NCA (Nickel-Cobalt-Aluminum Oxide) but also by other cathodematerials like Lithium-Iron-Phosphate (LFP). The difference betweenthose materials is that NCA and NMC decompose with cell temperatures of150-250° C. (300-490 F) and can emit pure oxygen. However, these batterycells use the same highly flammable electrolyte, which lead to a heavyfire. NCA and NMC can enhance the fire by emitting oxygen stronger thanLFP.

In such fires, battery cells can be disposed in a battery module and thebattery modules can be bound in a battery tray. Moreover, in electricvehicle designs, it may be difficult or impossible for personnel, suchas firefighters, to have access to the battery cell for cooling andextinguish the flames. Moreover, a live battery pack with severalhundreds of volt can be very dangerous for the firefighter.

A concerning scenario may arise when occupants are still in the car,while some cells and the car are burning but the battery pack is still‘alive’ and has still several hundreds of volt. A hazard exists for thefirefighter to save the passengers without harm to him or herself.

The present disclosure is directed to providing technical solutions forsuch conventional problems and includes improvements to reduce thehazard including the hydrogen generation during flooding the batterytray. The present disclosure includes Modules for Emergency Flooding(MEF) designed for making a short-circuit to lower the car batteryvoltage if the firefighter has to cool or to flood the battery tray.Extra terminals at the side of the module housing make it easier toshort-circuit the module but also to drain the battery tray more safelybecause no water remains on the top terminals of the module. In someembodiments, the top (main) terminals may be protected from contact withthe water.

Unlike gasoline and diesel, electric power for vehicles be handled bymerely covering an fire source in fire extinguishing foam because of theinternally generated oxygen and the presence of a high voltage from thebattery. After an auto-collision, an electric vehicle can ignite itselfeven after long periods of time, for example, weeks. Such damagedbattery cells can be unpredictable. The MEF of the present disclosurecan improve the safety during cooling and/or flooding the battery withwater, while making it is easier to drain the water from the sideterminals. For example, designs within the present disclosure includecovers and side (aux) terminals, which can allow the extinguishing agentto flood the battery tray quickly. Rescue workers, such as firefighters,often do not have electrical and/or chemical expertise to manage thevarious risks of such scenarios.

The MEF of the present disclosure may include extra positive andnegative terminals, which may be located at the side of the modulehousing. The extra terminals may be made of stainless steel and may beprotected by a cover like a grid or mesh, that human cannot tough itaccidently but extinguishing agent can get through. The protecting covermay also function as a spacer that extinguishing agent can be easieraccess and run through the battery tray. For example, the cover can havevertical slits. The extra terminals may be locate on the same side or onany other side of the module housing.

High voltage and water is often avoided for its potential for a largereaction. However, a high voltage from a home outlet has always 110 or240 volts is not necessarily effectively reduced by short circuit,because the voltage comes from a single source, a huge generator.However, high voltage from a battery as a number of serially connectedsmall battery cells, of a single cell voltage of 3.6 or 3.7 V (nominal)to a higher voltage (100 cells serial connected delivers 370 V) orbattery cell are preassembled in smaller units like battery modules.Modules may have a module voltage between 20 and 50 V.

If the substance (e.g, water) runs quickly into the battery tray, thewater will quickly short circuit the cells or modules and the highvoltage collapses to a less hazardous voltage range, for example, to themodule level (20 to 50 V). The MEF can promote the speed of thesubstance running through the battery tray. Reaction between the waterand the voltage can produce hydrogen. The amount of generated hydrogenis related to the conductivity (e.g., salt content) of the water and thedistance between the positive and negative terminal of the cell ormodule. If the terminals far apart and/or the water is soft, lesshydrogen will be generated.

If the extra (aux) terminals are closer together on one side of themodule housing, the MEFs may enable lowering of the module voltagefaster and safer that existing modules. Close terminals may produce morehydrogen, which can be flushed out of the tray by the water. However,after reducing the hazard and rescuing the passengers the water candrain more slowly from the tray, for example, when the pressurizedsource of water is removed. The present disclosure includes verticallyoriented positioning of extra (aux) terminals which allows run off ofthe water more easily than top mounted terminals.

Even with hydrogen production, the advantages of shorting and/or coolingthe battery can reduce hazard. Extinguishing fires and cooling the cellsor modules; or simultaneously extinguishing, cooling, andshort-circuiting the cells or modules can provide a temporarilyprotection to rescue the passengers and protect the firefighters againstthe high voltage and flames. The extra (aux) terminals for positive andnegative can be located on the same side of the module housing or on twodifferent sides. The aux terminals may be conductive surfaces likemetal, carbon or graphite. Those terminals may be connected via an extrawire to the battery cell (main) terminals. The substance (water)injected to short circuit the single cells over the extra (aux)terminals, effectively connects the cells in parallel, lowering theoutput voltage.

The present disclosure includes concepts to make sure the water canshort-circuit the extra (aux) terminals at all times and at allorientations of the car (e.g., car is flipped on its roof or leanshalfway in a trench) the extra terminals may be connected to waterchannels. Those channels may transport the water always and precise tothe extra terminals. Additionally these channels can provide aprotection cover protect the extra terminals against touching. Like theextra terminals, the water channel can be placed on the same side or onopposite sides.

The present disclosure includes various operation modes for powersystems including flooding, cooling and combination modes. In a FloodMode: a fire hose may be connected onto a battery tray; a certain amountof pressure may open a valve, for example, the water pressure pushesagainst a disk with a rubber sealing and overcomes the force of a springto open the valve. For the flood mode and for the first response, thefire fighters may use the maximum water pressure they have. The batterytray can be protected by a pressure-reducing regulator to limit themaximum pressure. Depending of the construction of the battery tray, themodules can be equipped with channels for the extra terminals andadditionally with extra cooling channels as well. The flood mode caninclude that all channels (water/short channels and cooling channels)are filled with extinguishing agent and excess agent may run out of thedrainage. The cooling channels may be separate from the water/shortchannels with a two-step pressure valve or simply a second valve withhigher force to open it. The battery cells or modules can receivecooling and can be short-circuit at the same time to rescue thepassengers. The flood mode, including water channels and coolingchannels, can provide effective cooling.

In a Cooling Mode: depending on the battery tray, the cooling could bethe first measure without short-circuiting the modules. In that case,the force to open the “cooling channel” valve may be lower than for thewater channels. A lower pressure of the extinguishing agent can reducesthe amount of extinguishing agent per minute and the liquid level in thebattery tray. The cell or modules may receive cooling but may not beshort-circuited. The cooling mode can be used if the damage of the caris less significant and/or as precaution to avoid a possible thermalrunway inside the battery tray.

In a Combo Mode: the combo mode may combines the flooding and thecooling mode. In some embodiments, to rescue passengers, the firefightermay starts with the flooding mode and/or combo mode, and may shift laterto the cooling mode once an initial threat appears avoided.

Within the present disclosure, the location, sizes, and orientation ofthe channels can have multiple variations. For example: one module mayhave only half of the channels and only in combination with anothermodule it will create the water channels. In some embodiments, only theterminals of common polarity will be short-circuited.

The Module for Emergency Flooding (MEF) may have minimum two extraterminal for the negative and positive pole. The Module for EmergencyFlooding may have at least one extra terminal per cell on the cathodeand/or anode. The extra terminals may connect to the internal batterycells. The extra terminals may be located at the same side of the modulehousing or on different sides. The position of the extra terminals maybe physically lower than the main terminals to avoid a wetting orflooding of the main terminals. The extra terminals may have verticalorientation.

The MEF may have at least one protection cover for every extra (aux)terminal to protect the terminals and make space for an easier floodingof the battery tray. The surface of the terminals may be formed ofelectrical conductive materials like metal, stainless steel, carbon orgraphite, preferred is stainless steel. The extra terminals may have theshape of rectangle, circular, triangle or trapezoid.

The figures and descriptions provided herein may have been simplified toillustrate aspects that are relevant for a clear understanding of theherein described devices, systems, and methods, while eliminating, forthe purpose of clarity, other aspects that may be found in typicaldevices, systems, and methods. Those of ordinary skill may recognizethat other elements and/or operations may be desirable and/or necessaryto implement the devices, systems, and methods described herein. Becausesuch elements and operations are well known in the art, and because theydo not facilitate a better understanding of the present disclosure, adiscussion of such elements and operations may not be provided herein.However, disclosed embodiments are deemed to inherently include all suchelements, variations, and modifications to the described aspects thatwould be known to those of ordinary skill in the art.

Although certain embodiments have been described and illustrated inexemplary forms with a certain degree of particularity, it is noted thatthe description and illustrations have been made by way of example only.Numerous changes in the details of construction, combination, andarrangement of parts and operations may be made. Accordingly, suchchanges are intended to be included within the scope of the disclosure,the protected scope of which is defined by the claims.

What is claimed is:
 1. An electrical vehicle for operation on roadways,the vehicle comprising: a vehicle base including a chassis, a drivetrain coupled to the chassis to drive the chassis along roadways, and anelectric power control means connected to the drive train to controlprovision of motive power, configured to achieve electrical connectionfor shorting in response to insertion of safety enhancement fluid toshort and/or cool the electric power control means.
 2. The electricalvehicle of claim 1, wherein the electric power control means includes atray defining a cavity, a power pack arranged within the cavity andhaving a pair of main terminals of opposite polarity, at least two powercells electrically connected in series, and a plurality of auxiliaryterminals connected to the at least two power cells and arranged influid communication with each other within the tray to achieve theelectrical connection for shorting in response to at least partialfilling of the tray with a safety enhancement substance.
 3. Theelectrical vehicle of claim 2, wherein the auxiliary terminals havecommon polarity with each other.
 4. The electrical vehicle of claim 3,wherein each auxiliary terminal is electrically connected to differentones of the at least two power cells.
 5. The electrical vehicle of claim4, wherein the plurality of auxiliary terminals form a first pluralityof auxiliary terminals having common polarity and the power packincludes a second plurality of auxiliary terminals each having polaritydifferent from the first plurality.
 6. The electrical vehicle of claim2, wherein the tray includes an inlet for receiving safety enhancementsubstance into the cavity.
 7. The electrical vehicle of claim 6, furthercomprising a flow control system including a flow controller forgoverning the flow of safety enhancement substance through the tray. 8.The electrical vehicle of claim 7, wherein the flow control systemincludes an outlet for discharging safety enhancement substance from thecavity and the flow controller is operable between a cooling mode inwhich the safety enhancement substance flows only through a cooling pathand a short mode in which the safety enhancement substance flows incontact with the auxiliary terminals.
 9. The electrical vehicle of claim8, wherein the short mode is a minor short mode in which the safetyenhancement substance flows in contact with the auxiliary terminals ofthe same polarity.
 10. The electrical vehicle of claim 8, wherein theshort mode is a major short mode in which the safety enhancementsubstance flows in contact with auxiliary terminals having oppositepolarity.
 11. The electrical vehicle of claim 10, wherein the short modeis a minor short mode in which the safety enhancement substance flows incontact with the auxiliary terminals of the same polarity.
 12. Theelectrical vehicle of claim 7, wherein the flow control system includesat least one outlet for discharging safety enhancement substance fromthe cavity and the at least one outlet is configured to discharge safetyenhancement fluid from the cavity such that at a first inlet rate ofsafety enhancement substance the cavity maintains a cooling level ofsafety enhancement substance to electrically connect the auxiliaryterminals without shorting the main terminals and at a second inlet rateof safety enhancement substance, greater than the first inlet rate, thecavity maintains a flooding level of safety enhancement fluid whichshorts the main terminals.
 13. The electrical vehicle of claim 2,wherein the electric power control means includes at least one coverarranged to shield the auxiliary terminals and having at least one inletsection configured to allow ingress of the safety enhancement substancefor contact with the auxiliary terminals.
 14. The electrical vehicle ofclaim 13, wherein the safety enhancement substance is water.
 15. Theelectrical vehicle of claim 13, wherein the at least one cover defines achannel.
 16. The electrical vehicle of claim 15, wherein the auxiliaryterminals includes a first plurality of auxiliary terminals and a secondgroup of auxiliary terminals and the at least one cover defines anotherchannel and the first plurality is arranged within the channel and thesecond plurality is arranged within the another channel.
 17. Theelectrical vehicles of claim 16, wherein the power pack includes a packhousing and the auxiliary terminals are arranged on an outer portion ofthe pack housing.
 18. The electrical vehicles of claim 17, wherein thepower pack is a first power pack and the electric power system includesa second power pack having at least two power cells disposed within apack housing and connected to a plurality of auxiliary terminals, thefirst and second power packs arranged adjacent to each other anddefining a fluid gap therebetween.
 19. The electrical vehicle of claim18, wherein the auxiliary terminals of at least one of the first andsecond power packs is arranged within the fluid gap in fluidcommunication with each other within the tray to achieve electricalconnection upon at least partial filling of the tray with the safetyenhancement substance.
 20. The electrical vehicle of claim 18, whereinthe auxiliary terminals of at least one of the first and second powerpacks is arranged on a side of the corresponding pack housing outside ofthe fluid gap.
 21. The electrical vehicle of claim 17, wherein the fluidgap forms a cooling channel for receiving safety enhancement fluidtherein to extract heat.
 22. An electric power system for providingmotive power to an electrical vehicle having a chassis and a power trainarranged to drive the chassis along roadways, the electric power systemcomprising: a tray defining a cavity, and a power pack arranged withinthe cavity and including at least two power cells electrically connectedin series and a plurality of auxiliary terminals connected to the atleast two power cells and arranged in fluid communication with eachother within the tray to achieve electrical connection for shorting inresponse to at least partial filling of the tray with a safetyenhancement substance.